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Josh Nyquist, Executive Director of Building OperationsApril28, 2022 <br />PACT Charter School | Traffic Impact Study tğŭĻЊЌ <br />Site-Generated Trip Directional Distribution and Peak Hour Volumes <br />The directional trip distribution and peak hour volumes for the proposed development (seeFigure 5) <br />weredeveloped based on the regional distribution of households and employment, existing/future <br />study area travel patterns, and engineering judgment. Based on this directional distribution, new trips <br />generated by the proposed PACT Charter Schooldevelopment wereassigned to the background <br />traffic on the study area roadwaysfor the Year 2028Development Build Conditions (seeFigure 6). <br />Development Build Conditions <br />Intersection Traffic Operations/Capacity Analysis <br />The year 2028Build Development Conditions intersection traffic operations/capacity analysis was <br />completed to determinefuture traffic operations and development-generated traffic impacts. The <br />capacity analysis was completed for the a.m., dismissaland p.m. peak hours at the study intersections <br />using Synchro/SimTrafficmodel.Results of the Development BuildConditions traffic operations <br />analysis are shown in Table 7. <br />Year 2028 Weekday Development Build Conditions <br />Results of the year 2028 Build Conditions intersection capacity analysis shown in Table 7, indicate that <br />all study intersections are expected to continue to operate at an acceptable overall LOS B or better <br />during the peak hours under existing traffic control and intersection geometrics. No significant <br />queuing or delay issues were identified, except for the Armstrong Boulevard/Alpine Drive intersection <br />where the westbound approach wouldcontinue tooperate at a LOS F during the p.m. peak hour <br />(note:no PACT Charter School traffic was assigned to this westbound Alpine Drive approach). <br />Table 7.Year 2028Weekday Build Conditions Peak Hour Traffic Operations/Capacity Analysis <br />DismissalPeak HourP.M. Peak Hour <br />A.M.Peak Hour <br />Study Intersection <br />LOSDelayQueueLOSDelayQueueLOSDelayQueue <br />(1) <br />A/A9 sec.NB/1A/A9 sec.NB/1A/A10 sec.NB/1 <br />Variolite Street/173rd Avenue <br />(1) <br />A/C16 sec.WB/1A/B12 sec.EB/2A/B11 sec.EB/1 <br />Variolite Street/161st Avenue <br />(1) <br />A/B13 sec.SB/1A/B11 sec.SB/2A/B11 sec.SB/1 <br />Variolite Street/Alpine Drive <br />(1) <br />A/C16 sec.WB/1A/C17 sec.WB/2A/C17 sec.WB/1 <br />Armstrong Boulevard/161st Avenue <br />(1) <br />A/D29 sec.WB/2A/C22 sec.WB/2A/F77sec.WB/6 <br />Armstrong Boulevard/Alpine Drive <br />(1) <br />A/B13 sec.SB/2A/B12 sec.SB/1A/A10 sec.SB/1 <br />161st Ave/Primary (West) Site Access <br />(1) <br />A/B11 sec.SB/1A/B11 sec.SB/1A/A10 sec.SB/1 <br />161st Ave/Secondary(East) Site Access <br />(2) <br />B/B14 sec.SB/2B/B14 sec.NB/3B/B14 sec.NB/3 <br />Ramsey Boulevard/Alpine Drive <br />(1) <br />A/B15 sec.EB/1A/B14 sec.EB/1A/B15 sec.EB/1 <br />175th Avenue/Nowthen Boulevard <br />(1)Indicates a side-street stop-controlled intersection, where the overall LOS is shown followed by the worst approach LOS. The delay shown represents the <br />worst side-street approach average delay per vehicle. The queue shown is the 95th percentile queue (in vehicles) for the worst approach at the intersection. <br />The 95th percentile queues shownin redboldfontspill back to and beyond the adjacent upstream intersection. <br />(2)Indicates anall-way stop-controlled intersection, where the overall LOS and average delay per vehicle are shown. The queue shown is the 95th percentile <br />queue (in vehicles) for the worst side-street approach at the intersection. The 95th percentile queues shown in redboldfontspill back to and beyond the <br />adjacent upstream intersection. <br /> <br />